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Patented Aug. 2, |898.

3 Sheets-Sheet 2.

v f/vmwof Ig VeJl/Uor c. c. wENTwoRTH.

. n 29co Nq. 608,4l4-

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N0. 608,4I4. 4 Patented Aug. 2, |898. C. C. WENTWURTH.

FLOOR FRAME FOR RAILWAY GARS.

(Application filed Aug. 25, 1897.) (No Model.) 3 sheets-sheet s.

.zliiorn v Q y a UNITED- STATESv PATENT ritten,

, CHARLES C. WENTWORTH, OF ROANOKE, VIRGINIA, ASSIGNOR OF ONE- I-IALF TO E. M. HANIOKEL, OF SAME PLACE.

FLoo R- FRAM E .Fo R RAILWAY-CARS.

SPECIFICATION forming part ef Lettere Patent No. 608,414, dated August 2, 189s.

Applicationfiled August 25, 1897. Serial No. 649,518. (No model.) 1- I To @ZZ whom it mayoucern: v

Be it known that I, CHARLES C. WENT- WOR'LH, a citizen of the United States, residing at Roanoke, in the county ofRoanoke and State of Virginia, have invented certain new and useful Improvements in vFloor-Frames My invention has relation to the structure of railway-cars, and more particularly to the licor-framing of freight-cars; and its object is to dispense with the wooden framing commonly employed and provide in lieu thereof a novel structure of steel or other metallic framing possessing simplicity of construction, great durability, lightness, and maximum strength to adapt the car to sustain without injury or distortion rthe various strains to which cars Of this character are subjected, whether due to the weight of the load carried or to the forces continually exerted in starting and stopping the car or train.

A further object is to so construct the framing as to provide for distributing the shocks or strains throughout the car, to make proand particularly pointed out in the appended tion on thcline 2 2 of Fig. l. 5o

claims.

In the accompanying drawings hereto an-l nexed and forming part of this specification, Figure l is a top plan View of the door-framing of a car constructed in accordance with my invention. Fig. 2 is a longitudinal secv Fig. 3 is a transverse section on the line 3 3 of Fig. l, and Fig. 4 is a plan view illustrating one end of the Hoor-framing on an enlarged scale. Fig. 5 is a bottom plan View of one end of the frame; Fig. 6, a perspective view of the same.

Referring now more particularly to the accompanying drawings, l represents the cartlooring, which may be of wood, iron, or steel and is laid upon my improved framing.

The framing comprises in its construction a central girder 2, of boX- girder form, eX- tending longitudinally between the end sills and consisting of two vertical side steel channel-beams 3, having their webs or flanges facing outwardly, and top and bottom plates 4 5, united by bolts or rivets to the said webs or anges of the channel-beams. This central girder takes the place of the ordinary continuous draw-bar and has the draw-gear attached thereto, as will appear more fully hereinafter, and I construct it of box-girder form for the reason that this form is the strongest, with a given weight of steel, that can be built, lboth vertically to sustain weight and laterally to resist distortion.V The two channel-beams 3 are connected at intervals throughout their length and maintained in proper relation by angle-iron distance-plates 6, riveted to the bottom plate 5 of the'girder. Angle-iron stays 7, arranged in pairs between the Webs of the channel-beams and having' their contiguous .a-nges riveted to a webplate 13', are also provided at the junction of the distance-plates to sustain said beams against vertical strains.

8 represents the central end tie or attaching plates, which are bolted or riveted to the Webs of the channel-beams 3 and are extended beyondthe same and also united to kneeirons 9 by rivets 9', said knee-irons being in turn riveted to transverse metallic plates 23 on the end sills 24, as hereinafter described;

By having a central girder 2 of great strength provision is made wherebybufling shocks can be received without injury and transmitted from -car to car throughout a train, which is 'a desideratum, as these shocks are necessarily felt chiefly by the central portion of the car whatever its construction, The pullof the locomotive is also thereby readily transmitted to the ear and throughout the train by having the draw-gear attached directly to said central girder, By this construction the necessity for acontinuous drawbar is avoided. It will thus be understood that all the stresses that the car is subjected to, whether due to the weight ol the load or to the forces continually exerted in starting or stopping the car, are provided for in the most direct and economical manner by a girder arranged where such shocks or strains are directly encountered and which is adapted to sustain them without injury.

While the central girder is designed to carry the weight of the load between the trucks, the case may occur, as when heavy machinery is being loaded, that the weight of the same cannot bc entirely sustained directly by the girder, especially it the load is on one side of the ear only. To obviate this diltieulty, I provide cross trarne tie-braces 13, each consisting otan uppcrand lowerseries of horizontal angle-beams 1st, arranged in pairs, and a vertical plate 115, interposed between the vertical [langes ot said beams and united thereto by rivets or bolts 15. These tiebraces extend ou opposite sides trom the central girder 2 to the longitudinal side sills or girders 1S, which latter are constructed of steel channel-beams having their webs or [langes facing inwardly. The outer ends olf the lower series ot angle-beams ll rest upon the base-webs ot the side sills, whilcthe outer ends ot the uppcrseries ol angle-beams are attached by rivets 172 to side tie-plates 17, which in turn are united by rivets 17' to tho upper web ot the side sill. The inner ends ot' both the upper and lower series et angle-beams 'll are bolted or riveted to upperaud lower central tie-plates lll, which are in turn bolted or riveted to the [langes et the adjoining channels 3 ot the central girder. 'lhe cnds ot the llooring boards or plates may be secured to the side sills and other parts of the frame by screws 30, passing through threaded apertures therein. Vertical angle iron stayplates 20, similar in construction to the stayplatcs 7, are also inserted between the webs of the side sills and riveted to the lower series ot angle-beams ot the cross tie-brace and to the web-plate l. 'lhese cross tiebraccs are arranged in line with the distance angleplates G, so that an exceedingly strong and rigid construction of parts is al'torded at this point to withstand lateral st-rain and prevent inward dcllection, spreading, and distortion et' the side sills or girders 18 and central girder 2. It will be seen that by this construction great economy is insured, for the reason that the cross tie-braces being rigid in pairs across the car a deflection on one side must beaccoinpanied by a corresponding rise on the other, or if one side girder isbent or deflected downward in a vertical plane by the side loading hereinbetore mentioned the other side girder is bent ordellected an equal amount in the opposite direction. rlfherelore the total .resistance to dellcction on the one side is the sum et the capacities et the two sides, considering their span as the distance longitudinally between the trucks. This iollows from the fact that the moment of resistance of the central girder is so much greater than the sum of the moments of resistance of the two side girders that it constitutes a ulerum on which the rigid cross tie-braces acting as levers distribute the disturbingr force ol a weight on one side to both side girders.

rlhe central girder 2 may he built of two steel channels, one on each side, and a top and bottom cover plate, or it maybe builtot plates and angles, as maybe most desirable. The side girders may be made ot a beam, channel, or built type of plates and angles. rlhe separate parts ot` the steel framing may all be riveted together or the holes may be reamcd and tightly-fitting iuterchaugeablc bolts used, as desired.

18 represents end tie or attaching plates located at the corners ot the `trame at intersection et the side beams or girdcrs and end sills 2l. These plates are united by rivets 1.82 to the upper web of the said side girder and by rivets 21 to an angle-bracket 21, which latter is in turn riveted to the inner transverse sill-plate 21E. The side girders are also connected with said sill-plate by knee- A irons 1S, which also assist in supporting the end tie-plate.

'lhelloorl may be made ot timbcror ot mctallie plates supported on the central girder 2, the side girders1S,aud the cross tie-braces 13, and l'or box-car constrimtion the sidegirders may act as sills or carry the sills of the side framing. For plat lg'ormcars stake-pockets 25 will be provided. lleretotore more or less dilliculty has been experienced, especially in metal cars, in maintaining these pockets iu vertical position. against sidewise or lateral dellection. 'lhis dcllcction is primarily due tothe load bending the stake outward and causing the same to act as a lever on the pocket. The side girder is bent or distoi-ted outwardly at the point where the stake-poeketisattached underthc strain, and the pocket and stake assume an inclined po sition. I propose to obviate this dilliculty by arranging the stake-pockets at points where the girder is reinforced and has its maximum strength. To this end each stake-pocket is formed with a groove, in which lits the bend of a U-shaped bolt 25, and the threaded shanks of this bolt project through the side girder 1S, close to the point ot connection ot the cross tie-braces 1l and tic-plates ,17. As the girder is reinforced by said cross tiebraces and tie-plates,the dellection mentioned cannot occur, and thus the stake-pocket will be held lirmly in vertical position.

2G .represent the end stake-pockets, and 27 the U-bolts thereof, the shanks of which project through the end sill-plate 23 and end sill 2t and are fitted with retaining-nuts 2S.

To further strengthen the framing and pre-- vent injury from what is known as poling of cars in yards or [from the el'tccts ol. sidel IOO IOS

IIO

wipes, I have provided at each corner of the framing a diagonal tie-brace consisting'of a steel channel-beam 19, extending between the central end or attaching plate S and conlbracket 232, secured to the lower end of the sill. The sill may also be provided with an angle wear-plate 233.

The central girder 2 is of sufiicientwidth to receive the draw-gear and central bearings of the trucks and also to permit of the bufferblocks 29 being connected t-o the end sills 24 directly in line with the side channel-beams 3 of the central girder. The base-plate 5 of the central girder is dispensed with at the point of connection of the trucks and drawgear.

l Inclosed within the central girder at each end thereof are the draw-bar guides 11, consisting, preferably, of upper and lower plates bolted or riveted to the channel-beams 3.

11 represents the draw-bar, which slides on a carry-iron 113, arranged below the end sill 24, and the said bar carries at its inner end a yoke 115, which extends between the said two guides. In each guide is a drawspring 114, andv these springs arearranged, as usual,between the transversefollowers ll6 117. rlhe inner ends of vertical stop-plates 3 32, bolted to said channel-beams in rear of each guide, project between the upper and lower plates of the guide and limit the movement of the follower 116. The ends of follower 11r1 in practice bear against similar stop-plates (not shown) also bolted or riveted to the channelbealns 3 adjacent to the end sill 24. The inner end of the plate 3 is formed with an eye 38, which engages a bolt 22, connecting the upper and lower guide-plates. The center plates l2 of the truck-frame and king-bolt or center-pin l2' and attached parts are also inclosed in the central girder 2, as illustrated in Fig. 2.

From the above description, taken in connection with the accompanying drawings, my

invention will be clearly understood. It willbe seen that I have provided a floor-framing for cars which while simple in construction possesses great strength,rigidity,and durability and also capability of withstanding the various strains to which freight-cars are subjected, and that by its use a carmay be built of steel that will not weigh more than one of timber of equal capacity, which is of great importance in that the weight of the car must be kept as low as possible in order to allow for a large proportion ofl paying load. The

lifetime of the car will be greatly prolonged, amount of annual repairs kept at a minimum, and the chance of loss by wrecks or fire greatly diminished.

I desire it understood that I do not limit my invention to the specific construction and relation of parts herein .shown and described, but reserve to myself the right to make such changes and modications as fairly fall within the spirit and scope ofy my invention.

Having thus fully described my invention, what I claim as new and useful, and desire to secure by Letters Patent of the United States,

1s l. In Hoor-frames for cars, the combination with the end and side sills, of a longitudinallyextending central box girder, comprising side channel-beams having their webs facing outwardly, and top and bottom plates, and cross tie-braces each consisting of a web-plate and an upper and lower pair of angle-beams having their ends connected With the webs of the side sills and channel-beams of the central box-girder, substantially as described.

2. In floor-frames for cars, the combination with the end and side sills, of alongitudinallyextending central box girder 2 comprising side channel-beams 3 having therwebs facing outwardly and top and bottom plates 4 5, cross tie-braces 13 connecting the central girder and side sills, each consisting of a web-plate and upperand lower pairs of connected angle-beams 14, thelower pair having their outer ends resting upon the lower web of the side sill, and tie or attaching plates 1G 17 connecting the outer ends lof the upper pair and inner ends of both pairs of cross tie-beams to the side sills and central girder, substantially as described.

3. In floor-frames for cars, the combination with the end and side sills, of a longitudinallyextending central boxgirder, comprising side channel-beams having their webs facing outwardly, and top and bottom plates, cross tie-braces each consisting of a web-plate and an upper and lower pair of angle-beams hav= ing their ends connected with the webs of the side sills and channel-beams of the central box-girder, and distance-plates between the channel-beams of the central girder and the junction of the said cross tie-braces, substan tially as described.

4. In floor-frames for cars, the combination with the end and side sills, of a longitudinally-extending central box-girder 2 comprising side channel-beams 3 having their websv facing outwardly and top and bottom plates 4 5, cross tie-braces 13 connecting the central girder and side sills, each consisting of a IOO IIO

web-plate and upper and lower pairs of con- A of the central girder and attached thereto, substantially as described.

5. In metallic door-frames for cars, the combination with the end sills, of a plate on the inner side of each end sill, a longitudinallyextending central box-girder, tie or attaching plates connecting the end-sill plates and ends of the girder, bnifer-blocks connected to the end sills directly in line with the side beams of the girder, draw bar guides inclosed in each end of the girder and bolted to the said side beams thereof, and draw-bars projecting through the ends of the girder on a line between said buier-blocks and having followers movable in said guides, substantially as described.

G. In metallic licor-f rames forcars, the coinbination with the end and side sills, of plates secured to the inner sides of said end sills, a longitndinally-extending central girder, end tie-plates connecting the ends of the girder to the sill-plates, cross tie-braces connecting the girder and side sills, and end tie-braces extending diagonally from the outer ends of the cross tie-braces to the ends of said end tic-plates, substantially as described.

7. Inmetallic lloorfran1es forcars, the combination with the end and side sills, of a plaie on the inner side of each end sill, alongitudinally-extending central girder, end attaching or tie plates connecting,r the ends of the girder to the plates on the end sills, cross tie-braces, tie-plates attaching the ends of said cross tie-braces to the central girder and side sills, and end diagonal tie-braces connecting between the said end tie-plates and side-sill tie-plates of the adjoining cross tiebraces, substantially as described.

8. In floor-frames for cars, the colnbination with the end and side sills, of a longitudinally-extending central box-girder comprising side channel-beams and top and bottom plates, buffer-blocks connected with thc end sills directly in line with said channel-beams, cross tie-braces consisting of an upper and lower series of angle beams having their abutting webs connected and their ends attached to the webs of the side sills and central girder, and diagonal tie-braces extending from the side sills to the channel-bean1s of the central girder, substantially as described.

In testimony whereof I allix m y signature in presence of two witnesses.

CHARLES C. XVENTWOR'III.

Witnesses:

A. BLAIR ANTRIM, S. B. MosBY. 

